Internal-combustion engine



Jan. 23, 1923. 1,443,302

R. C. YATES.

` Jan. 23, 1923y R. c. was. INTERNAL. COMBUST ON ENGINE.

4 sHEETs-sHEET 3 FILED AUG. 3, 1918,

IIAIHHIII lllyll:

QN.. mW QN Jan. 23, 1923.

R. C. YATES INTERNAL. COMBUST oN ENG 1 NE 4 SHEETS-SHEET 4 F1 LED AUG Patented Jan. 23,1923.

RICHARD o. YATES, or BUFFALO, NEW YORK.l

INrERNAL-ooMBUsTIoN ENGINE.

\ Application inea August 3, 191s. serial No. 248,093;

To ZZ whom "it muy concern Be it known that I, BiermanV C. YATES,

a citizen of the United States, residing'at *Buffalm in the county of Erie and State of New York, have invented certain new and usetlul lmprovements in Internal-Combustion Engines, ot which the following is a specification. f l

This inventionrelates to internal combustion engines ofi the multiple-cylindertype, and more particularly to valve construction and means for actuating the same. It furthermore relates to? arrangement vand reduc tion oi parts olI such engines,- and to improved port construction The objectof my invention is to provid improved meansfor actuating the valves and meansicor lubricating said driving mechanism and also means for continuously cooling the lubricant.' A further `object of my invention is to yprovide a construction which contains a minimum `"number of `moving parte and in the most compact form, and

'it'urthermore, to provide' any engine of the nniltiplewcylinder type adapted to vehicular usefand particularly to airplane use. L Referringto the drawings herewith, Fig.

A1 is a side elevation or' an engine embodying myimprovements F ig. 2 is a longitudinal kcentralisection. Fig. is a top plan view.

Fig. 4 is a horizontal section on the linesx oi F F 5y is a similar section on the line y/e-{z/'of Fig. 2. Fig. 2 is a detail on the line e-e of Fig. 2. i

lhe main casting 1 contains the cylinders 2 which are water-jacketed in the usual manner within which the pistons 3 reciprocate. rlhe crank shaft 4 is journaled in a crank casing 5 and is connected to the pistons 3 by piston rod 6. The upper 'portion of the main casting 1 have the valve extensions 7 and the internal crowns 8 which carry the spark plugs, and said external sleeve portions and said cro-wn portions form annular spaces to receive the rotating valves 9. i

I will lirst describe the means for rotating the sleeve valves 9.

Upon their upper ends are gears 10 which may be either integral therewith or secured thereto, and which may be helical gears, as shown, or other desired type. By referring to Fig. 4 it will be seen that these gears 10 constitute two sets of train gears extending both ways from the centerline of the engine, and that thetwo gears 10 nearest the central line of the engine mesh with a driving gear 11 which is mounted upon a vertical shaft f 12, and which said vertical'shaft is properly journaled more particularly'as hereafter described. The sleeve valves 9 are window- 60 apertured to register with the inlet and ex- .haust ports at the proper intervals as hereafter more yfully described. The `shaft 12 extends downwardly 'into the crank casing and upon its lower end connects with an oil p-ump 13 of any desired type. The central bearing of the crank sha-ft 4 is ai split-bearing comprising the two members 14 and 15,

\ and mounted yupon the crank shaft4 between these two members 14 and 15 is a worm 16 70 which meshes with a gear 17 which is rigidly mounted upon the shaft 12.

It will now be seven that` the crank shaft through said worm and gear and the shaft 12 drives the gear 1,1 which is in' mesh with 15 the oppositely disposed train gearsflO. By this construction, lcommunieating the power yfrom the central point of the crank shaft upwardly and centrally through the yengine to the oppositely disposed train gears, the strain is `more nearly i equally distributed from 'the central point of the `engine outwardly, `by thus dividing thev gearing into two trains and driving them as stated; and this will be understood by persons skilled in 86 the art to be an important improvement,and one ot' particular importance in the construc- *i tion or' engines, suchl as airplane engines,

where the maximum of strength must be attained with minimum weight and with the 90 largest degree of equalization or distribution of strain.

I will next describe the lubricating means and means for cooling thelubricant as it is f yreturned to the crank casing. Leading from the oil pump 13 is a pipe 18 (see Fig. 4) which extendsupwardly into the gear area and which has lateral pipes 19 and 20 which carry the lubricant forwardly and rearwardly to the train gearing. In the drawing Iy have shown a four-cylinder construction. If i the construction comprises a greater numbers of y the adjacent cylinders. A stui'ling box bearing 24 in the maincasting supports the shaft l2 medially of its length, and passage ivays 25 adjacent this bearing permit 5 the oil to flow from-the annular passage about the shaft 1Q into thecrank case area. rlhus it Will be seen that as the lubricant picks up heat from contactyith .the gearing and other adjacent parts and Hows back `ahroughsaid passage formed in-the cooling jackets, the iluliricanthasy cooled y,as it returned tothe crank casing. Y

l vwill next describe my improved-,means for the crown construction,and .for providing further cooling means. Iemploy a crown 26 which issecuredto the main casting by llangesand `iiange bolts and Which rests :down upon the peripheries off the 'crowns 8. This crown plate has watercooling ipassages 27 which are connected with A,theavater cooling passages or jackets about thefcylinder,and to support the casting thus :provided with .cooling areas fthe upper and` flower Webs ,are lug-connected, ,as shown at 28. These cooling passages connect lwith the `areas29 in the croivnsfS by,annularopenings about the upper portions of said crowns. The upper portions yof the crowns 8 extend ythrough `borings lin the crown plate .26 and ,arepthreaded to nuts 29 Whichzhold the same in place. Thus constructecha cooling inediunrarea is formed inthe crown Aplate Which is directly connected with the water-jacket systemc the engine so Lthat the crowns of the cylinders'and the lubricating-area are ,also .directly cooled.

:Referring now to Fig. 5,1 Will describe the port construction'. The inlet portmanifold is shown at .3() and zthe exhaust port mmffold fis .shown yat 3l. From the 1)mani- 4fold 30 inlet fportsBQ, 38' and34=lead to the I the valves. To the exhaust manifold 3l the passages 35, 36, and 38 lead -irom said meinbers. dThe rotating sleeves of the valves 9` have the Window openings 39v so positioned `Jthat their registration with the inlet ports and theexhaust ports will be properly synchronized to the four-cycle action of the engine. By, this,construction l arrange my inlet and exhaust manifolds symmetrically upon opposite sidesofthe engine, 'and there- `by secure compactness, symmetry, and substantiallyequalbalance 'of parts,-,tl1at is to say, by this improved construction I secure a compact and balanced arrangement which is of particular importance inairplane engines. f

Having thus described my invention, l claiml i n ,In an internal combustion engine, the combina :ion cfal cylinder, a-crown piece extending into the head end of .the cylinder,

Q said crown piece projectingat its outer end beyond' *the4 head-end of the cylinder and having double Walls orrninga Water space.

therebetween, the inner ivalhterniinating in a spark gplug socket, anl outer Water jacket `.having double walls, secured to the head end ,of the .cylinder and spaced therefrom to form anoil chamber around the outer end out :the `crown piece, the inner Wall loiz the ,and provided With a gear in said oil chamber.

RICHARD C. YATES. 

